Fuel pump



FUEL PUMP Filed April 1, 1927 60 Fig 5 I g a "1... I. ill/J 6 x I "III! a I 33 5 INVENTOR U/V/VER l V/L 715E SUMNER wItrsE, or DETROIT, MICHIGAN,

CORPORATION UNITED STATES .rArsNr OFFICE ASSIGNOR TO WILTSE APPLIANCE (10., A

or MICHIGAN FUEL PUMP Application filed April 1,1927. Serial No. 180,177.

One of the objects of my invention is to provide an eflicient fuel pump for internal combustion engines.

Another object of my invention is to provide a fuel pump for an internal combustion engine having a minimum of moving parts.

A further object of my invention is to provide a fuel pump for internal combustion engines which may be effectively sealed against leakage. j I

With these and othenobjects in view, my

invention consists in the arrangement, combination and construction of the various parts of my improved device, as described in the specification, claimed in my claims and shown in the accompanying drawings, in which:

Fig. 1 is an elevation of an automobile chassis having an engine and fuel tank thereon to which my device is applied.

Fig. 2 is a sectional view of my device. 4 Fig. 3 is an end elevation. of 'my device with cover plate removed showing the disposition of pumping rotors therein. v

Fig. 4 is a detail, having part-s broken away, of the joint between my fuel return line and the carburetor feed line. Fig. 5 is a view of my device with parts. broken away, showing modified means of disposing of excess fuel.

a I have shown an automobile chassis having an engine 11 and fuel tank 12'mounted thereon. A carburetor 13 is disposed adjacent and connected to intake manifold 14 of the engine 11. Secured to the forward-part of the engine crankcase 90 adjacent the end of the camshaft and within the crankcase is my pumping inechanism 15 which. is con nected with the carburetor 13 by the pipe 16 and with thefuel tank 12 by thepipe 17. Oil is carried from the engine crankcase into my device bythe pipe 18, and excess fuel is conveyed from the pipe 16 by the pipe 19 to the fuel tank 12. The pumping mechanism of my fuel supply system comprises acasing 30 within which are positioned two parallel shafts 31 and 32' which are j ournaled in a partition 33, which divides casing 3O into two separate compartments 34 and 35, and which may preferably be of wood suitably treated to form bearings. I prefer to use wood bearings. because of their tendency to tighten in the presence of liquid.

Secured to the adjacent ,endsof shafts 31 and 32 in compartment 34 are rotor blades 36 and 37 which are of the shape shown in Fig. 3, and each of which is composed of a plurality of plates 36 and 37 (Fig. 2). Secured to the. shafts 31ai1d 32 in compartment 35 are gears 38 and 39 which mesh with each other. Shaft 31 is extended through a suitable opening in the cover 43 of the casing 30 and is flattened at its end 40 and fitted in a suitable slot 41 in the end of camshaft 42. The shafts 31 and 32 are so positioned and therotor blades;

36 and 37 areof such dimension as to just clear each other in rotation and clear the sides of the casing 30, so as to'avoid undue wear fromgritty .particles in the fuel. A

ertures in the crankcase 90 of the engine 11, ad acent the front end of the camshaft '42. In order to secure a tight joint between covapertures 37 in casing 30 and into suitable apers 43 and 45 and easing 30,,lead gaskets may be used and clamped therebetween.

An aperture 50 is provided in one side of casing 30 leading into chamber 34, and is fitted with a fuel inlet pipe 17 which leads from the fuel tank 12. The opposite side of casing 30 isnprovided with an aperture 451 which leads from chamber 34 and in which is fitted I a pipe 16 leading to the carburetor 13. Casleading into chamber 35 which is fitted with a pipe 1'8 leading from the oil pump of .the engine (not shown). 2

- The pipe 16 adjacent the carburetor 13 is provided with a restriction 'valve 60 which regulates the amount of gasoline carried to the carburetor. 'pump 15 and carburetor 13 is provided with a T coupling 61 in .whichis fitted a pipe 19 Which leads to the fuel tank 12 and which serves to return to the fuel tank 12 excess gasoline refused by the restriction valve 60. The intake pipe 17 and the return pipe 19 are both inserted through the top of the gasoline tank The pipe 16 between the ,ing 30 is also provided with an aperture 53 the rotors 37 and 36 are operated in compartment 34 and will draw gasoline through the pipe 17 from the tank 12 into the chamber 34 and force it out .through pipe 16 to the carburetor 13 whence it proceeds through the intake manifold 14'to the cylinders of the engine 11'. The oil pump of the engine to.

which is connected the pipe 18, will force oil into the chamber around the gears 38 and .39, and will maintain the same therein under a greater pressure than is built up in the chamber 34, and will therefore effectually prevent any seepage of gasoline through thepartition 33 around shafts 31 and 32. Any oil WlllCllvWlll escape around the extended end What I claim is: I 1. A fuel pump comprising in combination, a pair of adjacent chambers divided by a partition, a pump element in one chamber, a shaft extended through the partition and connected with said element, a lubrlcant lead connected with the second chamber, and

means for producing a greater pressure on the lubricant in the second chamber than in the pump chamber to prevent leakage of fluid therefrom around said shaft. 1

2. A pump for a lubricant destructive liq- I uid comprising, in combination, a pair of adjacent chambers divided by a partition, a

pump element in one chamber for moving said liquid, a shaft extended through the par-;

tition and connected with said element, a lubricant lead connected with the second cham-' her, and means for producing a greater pressure on said lubricant in the second chamber than in the pump chamber to prevent leakage of fluid therefrom around said shaft and for .Q f h f 31 W l drop b in o the maintaining lubrication of said shaft.

crankcase of the engine. v

The restriction valve will prevent over-. loading the carburetor, and the return line 19 will convey excess gasoline back to the fuel tank 12. By inserting the inlet and return I lines 17 and 19 into the top of the fuel tank 12 and then carrying said lines forward. on a level below the top of the tank, I have insured a constant supply of gasoline in the lines when the pump is not operated, and which will assist the pump 15 in priming itself.

In order to avoid-the wear produced by the abrasive quality of gasoline I have arranged the rotors 36 and 37 so that they do not coneating system. comprising, in combination,

a pair of chambers divided by a partition, a-

shaft extended through the. partition into both chambers, 21 pump'element on the shaft in one chamber, inlet and outlet connections f for said liquid leading to and from said chamber, a connection from the pressure lubricating system leading into the second chamber, and means for. rotating the shaft to cause the; pump element to function, the greater pressure of the lubricant in the sectact with each other or with the sides of the d chamber tending to offset the pumping chamber 34 in rotating. Thus wear is el1m1- pressure in the other chamber to prevent leaknated and the seepa-ge space which is provided age of fluid from the first to the second as aresult of spaclngthe rotors so that they chamber and to prevent said fluid from de-' do not bear against each other or in the easing remains constant at all times, and the r0- tors being driven directly from the cam-shaft, 45

pling 61 and leading to a coupling 71 into which the inlet pipe 17 leads and which is connected with the inlet side of the chamber 34. A restriction valve 72 is'provided at theendof the intake pipe 17 where it joins coupling 71. The restriction valve 72 will prevent the fresh intake from interfering with the returned excess. 5

It will be obvious that various changes may 7 be made in the arrangement, combination and 'constructionof the various parts of my improved device without departing from the spirit of my invention, and it is my intention tocover by my claims such changes as may be reasonably.included'within the scope thereof,

s'troying the lubrication of said shaft.

4; In combination, a fuel supply tank and a fuel'pump having an inlet connected with the tank, a pump outlet having lesscapacity than the inlet, a constantly open relief passage to the supply tank, the connection of the relief passage with the supply tank being positioned above a substantial part of said pas- 5. In combination, a fuelsupply tank and a fuel pump having an inlet connected with the tank, a permanently restricted pump out let having less capacity than the inlet, a relief passage having a fixed opening leading to the supply tank, the connectionof the relief passage with the supply tank being positioned above a substantial part of said tpassage, said passage leading back to the inlet passage.

6. In combination, a fuel supply source and a fuel pump having an inlet connected -with the source, a pump outlet having less capacity than the inlet, 'a relief passage to the supply source, the connection of the relief passage with the supply source being positioned above a substantial part of said passage, said passage leading back to the inlet passage, and a bafile being'positioned at the juncture of the inlet and relief passages to prevent conflict of liquid in the two passages.

7. A fuel pump comprising in combination, a casing provided with a recess in one face thereof, a recess in the other face thereof,

i as

a partition dividing said recesses. an inlet and outlet passage for the first mentioned recess, a pair of spaced parallel shafts extending through said partition and into each of said recesses, said shafts bearing in 'said partition, a rotor secured to each of said shafts in the first mentioned recess, said rotors co-acting with each other andthe walls of the first mentioned recess to form a fuel pump, a

gear secured to each of said shafts in the section, and relief means for preventing the pressure of fuel in said first mentioned recess from exceeding the normal pressure of oil in said second mentioned recess. i

8. In combination,a pump, a fluid circuit between the inlet and outlet thereof adapted to be maintained constantly open, a supply means connected with said circuit adjacent a said inlet, and a discharge means connected with said circuit, said supplv means including a duct open ng 1n the direction of flow w1th1n said circuit.

9. In combination, apump, a fluid circuit between the inlet and outlet thereof adapted to be maintained constantly open, a supply means connected with said circuit adjacent said inlet, and a discharge means'connected with said circuit, said discharge means including a fixed restriction of materially less capacity than said circuit.

. 10. In a pump for lubricant destructive liq- 1 uids, in combination, a housing, a liquid disuids, in combination, a housing, a liquid displacing element in said housing,- a rotatable shaft extending into said housing for driving said element, a liquid inlet and a liquid out I I let in said housing, and means for subjecting the exterior of said, shaft to a lubricant under a superior pressure than the pressure built up on said liquid by said element whereby to prevent leakage of said liquid from said housingabout said shaft, said shaft being otherwise free of packing.

12. In a pump for a lubricant destructive liquid, in combinatiom'a housing having a chamber therein, a displacing element for said liquid in said chamber, a rotatable shaft extending into said housing and having a bearing therein operatively connected to said element for driving the same, said housing being provided with an inlet and an outlet for said liquid leading to and from said chamher, and means for introducing lubricant to said shaft bearing under a pressure greater than the pressure which said element builds up on saidliquid whereby said'bearing is kept free of said liquid and liquid is prevented frogs escaping from said housing'past said sha t. r

13. A fuel pump for internal combustionengines comprising, in combination, rotative fuel displacmg means, a housing for said means, a rotatable shaft ournaled 1n sald housing for driving said rotativefuel displacing means, a lubricant chamber in said housing surrounding said shaft, and means whereby lubricant from said engine under.

pressure greater than the pressure of said fuel is introduced into said chamber for sealing said housing against fuel leakage about said shaft and maintainmg the lubrlcatlon of said shaft.

14. In a liquid fuel pump, in combination, a

a housing provided with a pumping chamber, w

a fuel inlet and a fuel outlet for said chamber,

a rotatable pump element in said chamber, a rotatable shaft extending into said housing and connected to said {element for driving the same, said shaft havino a bearing in said housing, and means for introducing lubricant to said bearing for said shaft at a pressure greater than the pressure builtup on the fuel in said chamber, said shaft having sufficient clearance with respect to said bearing to permit a limited flow of lubricant about said shaft into said chamber. A

15. In combination, a pump for a lubricant destructure liquid comprising a casing, a pump element in said casing, a shaft extending through said casing and drivingly ens gaging said pump element, a bearing for said shaft in said casing, and means for subjecting said bearing-to lubricating oil under a pressure superior to any pressure simultaneously built up by said pump during operation of said pump. a

SUMNER VVILTSE.

CERTIFICATEOF CORRECTION.

Patent'No. 1,743,582. 1 6 A I I Granted Ianuiry I4, 1930, m

1 SUMNER W'ILTSE.I

.It is hereby certified thaterror appears in the) printed snecjlication of'the above numbered patent requiring correction as fellows: Page 3; line 114, claim l5; forthe misspelled word ".d estructure" read "destrnctive'hjand that'the said Letters Patent shduld beread with this correction therein that] the same may (Seal) 1 cnnforni to therec'ord 9f the case in the Pntent Offipe.

Signea and sealed this 4th day 'ofiFebruary, A, I 1930.

M. J. Moore;- 

